Car-coupling



P. W. PARSONS.

(No Model.)

GAR COUPLING.

No. 352,566. Patented N0v."1 6, 1886.

A INVENTa 4%? Fig. 3

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UNiTE STATES? PATENT O FICE.

FRANCIS XV. PARSONS, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO VINSLOV WARREN, OF DEDHAM, MASSACHUSETTS.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No, 352,566, dated November 16, 1886.

a Application filed September 2, 1886. Serial No. 212,446. (No model.)

To aZZ whom it may concern.

Be it known that I, FRANCIS W. PARSONS, of Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Railway- Oar Couplings; and I do hereby declare that the following is a full, clear, and complete de scription thereof. Y

Thenature of my invention relates to a railway-car coupling, and more especially to that class known as the Ames car-coupler.

The improvement relates to liners or re-enforcing pieces on one or both sides of the tram nions, made of hard metalsuch as hard steel or ironinserted and fastened in gains and grooves in that part of the coupling-bar subjected to the strain and wear of the link-tram nions.

The purpose of the invention is to combine strength and durability to the coupling-bars, which are usually made of malleable cast-iron, owing to its capability of resisting great tensile strains, to which it is subjected in use. The pliant nature of the malleable cast-iron, however, when subjected to abrasion and frictional action, wears the metal too quickly away, and as malleable cast-iron is preferable for this coupling-bar, for its tensile strength, the wearing parts are re -enforeed by such means as will produce a minimum of attrition.

In connection with the said improvements means are provided for retaining the menforced parts in good condition at a small cost without the necessity and expense of removing a draw-bar and replacing it with a new one.

That the said invention may be entirely understood in its full scope, reference will be had to the following specification and to the annexed drawings, making part of the same, in which like letters of reference denote like parts.

Figure 1 is a side elevation of a railwaycoupling bar and link, showing the re-enforcing or backingpieees on either side of the coupling-link trunnions. Fig. 2 is a horizontal section of the same with the rearpart broken away. Fig. 3 is a transverse vertical section of the draw-bar only, showing the rear re-enforcing pieces'in position. Fig. 4. is an enlarged perspective view of one of the re-enforcing pieces.

vdraw-bar.

In Fig. 1, A represents the draw-bar, in the front sides of which are formed elongated and curved slots B, wherein the trunnions a, Fig. 2, of the link 0 are adjusted to admit of their movement therein. The front or lower ends of the slots B terminate in a curved recess, in which the trunnions a rest, and against the sides of which the trunnions bear in the forward and backward movement of the cars.

It is well known that the frictional action and strain to which the couplings are subjected by constant tension and sudden jerks when in practical use causes constant abrasions of the moving parts in contaction, and especially is this the case with the trunnions a, in contact with the malleable iron of the draw-bar. To avoid or neutralize such injurious tendencies and results, no adequate provision has been made. It is the object of this improvement to attain this as set forth.

The liners or re-enforcing pieces D D, which are essentially alike in form and purpose, are made'of hard steel, chilled cast-iron, or the equivalents thereof. the draw-bar for the reception of the liners are both tapering and dovetailing, in which grooves the liners are securely held, and may be removed and replaced by others as circumstances may require. The facec of the liner, Figs. 3 and a, are concaved to correspond with the circular form of the trunnions. The back d, bottom a, and top f are tapering, as shown by the detached liner, Fig. 4:, and formed to fit tightly in their respective grooves g of the This dovetailed connection of the liners with the grooves g prevents their moving out of place in the plane of the coupling. The liners are held tightly in the grooves g with their ends flush with the inner and outer sides of the draw-bar, which draw-bars are made with alight flange or proj ection,h, around the outside edge of the grooves g, as indicated by the dotted lines h, Fig. 1. After the liner is fitted in the groove the flange 71 is bent over to lap on the end of it, as noted at i, Figs. 2 and 3. The pliant character of the malleable castiron admits of the bending or lapping over The grooves or gains in of the flange onto the end of the liner, which is thereby securely held in place.

In case the liner is worn out, or for other IOO cause it require removing, the flange can be bent; back and the liner taken out with the aid of suitable tools and a new one inserted in place thereof. The liners may also bcsecured in the grooves g by means of a screw-bolt, j, Figs. 1 and 2, which is threaded into the drawbar, so that the head of the screw-bolt will lap over the end of the liner, as shown in Figl 2. By this means the liner may be removed and replaced by another on withdrawing thescrewbolt and rescrewing it in place. By means of these liners D D the draw-bar is protected from the constantwearing by frictional contact of the trunnions a.

The hard metal of=the liners protects the draw-bar from the abrasion of the trunnions, as the wear is on the liners and not on the metal of the draw-bar.

While the metal of the draw is capable of resisting great tensile strain, its malleable ch aracter will yield easily to the attrition of the trunnions, which would soon cause so much enchase in the lower end of the slot B as to render the drawbar dangerous for use. By means of the liners this is avoided, and also the expense of a new draw-bar, as the liners, when required, may be taken out and others inserted without impairing the integrity of the draw-bar= What I claim as my invention, and desire to secure by Letters Patent, is

1. In a-draw-bar of a railway-car coupling, one or more liners of hard metal secured in grooves in either or both sides of the slots B, at the lower ends, removably secured therein and arranged to receive the bearing of the trunnions a on one or both sides of each trunnion, in combination with the link, substantially as set forth.

2. In combination with a coupling-bar and link-liners removably secured to said bar and partially surrounding the trunnions a, said liners having a concave face and of a dovetailed tapering form, adapted tofit in corresponding grooves in the lower ends of the slots B, substantially as described, and for thepurpose set forth.

3. In combination with a coupling-bar and a link provided with trunnions a, a pair of liners of hard metal arranged on each side of said trunnions and, removabl y secured in grooves in the lower ends of the slots B, to receive the bearings of said trunnions, substantially as described, and for the purpose specified.

In testimony whereof I afifix'my signaturein presence of two witnesses.

FRANCIS W. PARSONS.

Witnesses:

W. H. BURRIDGE, L. BURRIDGE. 

